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TESTS  OF  A  DIESEL  OIL  ENGINE  PLANT 


BY 


ALFRED  HENRY  KERNDT,  BENJAMIN  SALISBURY  PFEIFFER 

AND 

WALTER  VAN  TURNER 


THESIS 


FOR  THE 


DEGREE  OF  BACHELOR  OF  SCIENCE 


IN 


MECHANICAL  ENGINEERING 


COLLEGE  OF  ENGINEERING 
UNIVERSITY  OF  ILLINOIS 
1912 


ii  iWl'  T'3  A'i 


1  T 


UNIVERSITY  OF  ILLINOIS 


June  1st,  L912190 


THIS  IS  TO  CERTIFY  THAT  THE  THESIS  PREPARED  UNDER  MY  SUPERVISION  BY 

Alfred  Henry  K  rndt ,  Benjamin  3alistoury  and  Walter  Van  Tur..n.er 

entitled  Tests of  a  Diesel  oil  Engine  Plant  


IS  APPROVED  BY  ME  AS  FULFILLING  THIS  PART  OF  THE  REQUIREMENTS  FOR  THE 

degree  of  Bachelor  of  Science  in  Mechanical  Engineering — 


Instructor  in  Charge 


head  of  department  of    Mechanical  Engineering 


219510 


uiuc 


INDEX » 


Introduction,   .1 

Brief  History  of  Diesel  Engine,  3 

General  Description  of  Engine,  ^■ 

The  Test  at  St*  Louis 

Object,  10 

Preliminary  Statement,  10 

Manipulation,  11 

Conclusions ,  lij. 

Sample  Calculations,  16 

Observed  Data,  ig 

Calculat  ed  Data ,  19 

Calibration  Data,  20 

Calibration  Curves,  21-25 

Oil  Feed  Lay  out,  26 

Valve  Setting  Diagram,  27 

Section  of  Engine  28 

Lay  out  of  Plant,  29 

Interior  Views  of  Plant,  30 


(1) 


INTRODUCTION, 

In  this  paper, it  is  the  desire  of  Mie  writers  to  trace 
the  development  of  the  Diesel  Oil  Engine,  as  far  as  possible, 
from  its  invention  to  the  high  development  which  it  has  now 
attained,  and  to  record  certain  tests  of  a  Diesel  engine 
conducted  "by  them  at  St.  Louis,  Missouri, 

When  this  article  was  first  originated  it  was  planned  to 
make  extensive  tests  at  the  Anheuser  -  Busch  Brewing  Associa- 
tion in  St.  Louis:  on  the  Diesel  engine,  hut  after  encountering 
numerous  difficulties,  the  idea  of  very  elaborate  tests  had  to 
"be  given  up,    A  short  review  will  give  the  reader  an  idea  of 
the  troubles  which  were  encountered  and  show  why  more  complete 
data  was  not  ohtained. 

Arriving  in  St.  Louis  on  Thursday,  February  1,  1912,  we 
were  compelled  to  wait  until  the  following  Sunday  for  the 
indicator  rigging  which  had  "been  shipped  from  the  Diesel 
Company.    After  getting  everything  in  readiness  for  the  tests, 
they  were  started  Monday  morning.    Hardly  had  the  test  "been 
started  when  it  was  discovered  that  the  indicator  cocks,  taken 
from  the  University  of  Illinois,  were  defective,  not  "being 
strong  enough  to  hold  the  600#  compression  pressure  and  the 
high  temperature  of  combustion.    Efforts  were  then  made  to 


(2) 


secure  a  new  set  of  indicator  cocks  in  the  city.    These  were 
obtained  hut  after  trying  them  out,  the  same  difficulty  was 
experienced.    Finally  a  telegram  was  sent  to  the  Crosby  Indicat- 
or Company  of  Chicago  ordering  the  shipment  of  three  indicator 
cocxs,  specifying  that  they  should  contain  a  hole  no  larger 
than  3/S  inch,  and  the  pressure  and  temperature  under  which  they 
would  he  used.    The  new  coclcs  arrived  in  due  time  hut  after 
putting    them  on  the  cylinders  it  was  found  that  the  same  trouble 
was  experienced  hut  not  in  the  same  degree  as  in  the  previous 
trials . 

It  was  decided  that  any  tests  which  we  would  make  with  out 
indicators  would  he  worthless.    As  a  last  resort  we  determined 
to  run  fuel  tests  at  no  load,  one-half  load,  three-quarter  load 
and  full  load.    This  was  done  and  a  few  indicator  cards  were 
taxen  at  each  load  hy  the  Diesel  engine  people  with  a  Swiss 
indicator.    This  indicator  was  supposed  to  he  perfect  hut  it 
was  discovered  later  that  the  same  trouble  arose  with  it  as  with 
the  Croshy  indicators.    Consequently  the  results  emhodied  in 
this  report  "based  on  I.h.p.  must  not  he  considered  as  "being 
accurate  to  a  very  high  degree,  hut  they  will  give  a  close 
approximation  of  the  true  values  which  may  he  ohtained  from 
these  engines.    Nevertheless,  these  tests  will  show  the  different 
fuel  consumptions  and  thermal  efficiencies  which  are  ohtained 
from  the  Diesel  engine  at  varying  loads. 


(3) 


BRIEF  HISTORY  OF  THE  DIE3EL  ENGINE. 

The  history  of  the  Diesel  engine  is  interesting.  It 
"began  in  1993  when  Rudolph  Diesel,  in  a  pamphlet  entitled 
"Theory  and  Construction  of  a  Rational  Heat  Motor  to  Replace 
the  Steam  Engine  and  other  Existing  Heat  Engines",  laid  down 
the  following  fundamental  requirements  for  a  perfect  combus- 
tion engine:- 

1.  Attainment  of  the  highest  temperature  in  the  cycle, 
not  "by  means  of  combustion  and  during  the  same,  hut  "before 
and  independent  of  it  "by  compression  of  air  alone. 

2.  Gradual  injection  of  atomized  fuel  into  this  highly 
compressed  and  heated  air  so  that  during  combustion  no  rise 
of  temperature  takes  place  i.e.,  the  combustion  shall  he 
isothermal.    For  this  purpose  the  process  of  combustion  cannot 
after  ignition  "be  left  to  itself,  hut  must  he  governed  from 
the  outside  to  maintain  proper  relations  between  pressure, 
volume,  and  temperature. 

3.  Correct  choice  of  weight  of  air  with  reference  to 

the  heating  value  of  the  fuel  and  the  desired  compression  temper- 
ature, so  that  the  practical  operation  of  the  machine,  lubrica- 
tion, etc.,  shall  be  possible  without  water  cooling. 

It  is  interesting  to  follow  out  these  points  and  see  how 
nearly  they  have  been  attained. 

The  intended  fuel  was  coal  dust,  the  cycle  the  Carnot . 
At  the  very  outset  however,  a  modification  was  made  in  the  cycle 


by    omitting     the  isothermal  compression  and  substituting 
for  it  one  stage  adiabatic  compression.    But  a  jacket  was 
not  thought  necessary  and  in  fact  a  non-conducting  lining  for 
the  cylinder  was  demanded. 

As  a  consequence  of  the  above  pamphlet,  two  firms,  Krupp 
in  Essen  and  Maschmen-fabrik  Augsburg,  undertook  the  construc- 
tion of  experimental  machines.    As  was  to  be  expected,  further 
changes  from  the  original  idea  were  necessary,  the  two  most  im- 
portant of  which  were  the  substitution  of  oil  for  coal  dust, 
and  the  use  of  a  water  jacket. 

In  199S  the  experimental  stage  had  been  so  far  passed 
that  schroter  could  report  test  figures  which  more  than 
doubled  the  thermal  efficiency  of  the  then  existing  otto  engines 

GENERAL  DESCRIPTION  OF  ENGINE. 

The  Diesel  engine,  as  made  by  the  Busch-Selzer  Diesel 
Engine  Company,  represents  the  German  type  and  the  method  of 
of  operation  as  explained  before.    This  engine  is  made  by 
nearly  every  country  in  Europe,  and  by  the  above  firm  ir  this 
country.    In  all  cases  the  engines  operate  on  the  same 
principles,  but  the  mechanical  details  of  the  various  construc- 
tions differ  here  and  there  enough  to  make  them  distinct  from 
each  other.    Thus  the  main  point  in  which  the  American  engine 
differs  from  the  European  types  is  in  the  use  of  the  enclosed 
box  frame.    The  others,  to  the  writers'  knowledge  all  use  the 
open  A-frame.    There  are  also  the  minor'  differences  in  the 


(5) 


methods  of  obtaining  compressed  air,  governor  details,  valve 
construction,  etc. 

The  figure  on  page  2  8     shows  the  general  assembly  of  a 
triple  cylinder  Diesel  engine  as  "built  by  the  American  Company. 
The  "base  of  the  machine  is  a  single  casting  completely  en- 
closed, so  that  splash  lubrication  may  "be  employed  for  crank- 
shaft "bearings,  connecting  rods,  hearings,  cam  shaft  and  cam 
rollers.    The  cylinders  are  cast  in  one  piece  with  the  jackets, 
the  who-le  "being  secured  to  the  box  pedestal  as  shown.  The 
cylinder  head  is  a  simple  casting,  containing  a  relief  valve 
in  the  center  of  the  head,  while  admission,  exhaust, and  fuel 
valves  are  of  the  simple  poppet  type.    The  admission  valve 
works  downward  and  the  exhaust  valve  works  upward •    The  latter 
is  water  cooled.    All  of  the  valves  are  operated  by  push  rods, 
the  exhaust  valve  directly,  the  admission  valve  through  a 
lever  pivoted  to  the  admission  valve  housing,  and  the  fuel 
admission  valve,  which  acts  horizontally,  "by  means  of  a  "bell 
crank.    This  is  made  clearer  "by  a  study  of  the  enclosed  cut. 

Figure  on  page  28  shows  the  valve  construction  in  greater 
detail.    The  admission  valve  is  held  in  a  separate  cage  so 
that  the  seat  may  he  easily  taken  care  of.    It  closes  against 
a  small  dash-pot  located  in  the  top  of  the  housing  for  the 
purpose  of  reducing  both  noise  and  shock.    The  exhaust  valve 
has  no  removable  seat,  but  it  is  of  such  dimensions  that  it  may 
itself  be  easily  removed  through  the  admission  valve  cage 
opening,  giving  opportunity  for  grinding  the  seat  whenever 


( 6) 


necessary.    The  relief  valve  in  the  center  of  the  head  is 
usually  set  to  open  at  about  800  lbs,  per  square  inch  and 
acts  as  a  safety  against  undue  pressure  caused  by  premature 
ignition,  etc.    The  former  may  occur  tthen  the  fuel  valve  has 
accidentally  stuck,  admitting  oil  to  the  cylinder  during  the 
compression  stroke. 

The  fuel  valve,  through  which  oil  is  admitted  to  the 
cylinder  after  the  charge  of  air  is  compressed,  is  a  very 
important  part  of  the  engine,  and  its  construction  is  shown 
on  a  larger  scale  on  page  28.  •    Figure  on  page  28 

shows  the  location  of  the  oil  pump  at  the  right  hand  side  of 
the  crank  case  and  the  manner  of  .operating  it  by  means  of 
spur  gearing  from  the  cam  shaft.    From  this  pump  an  oil 
supply  pipe  leads  to  the  oil  valve.    From  here  the  oil  finds 
its  way  into  the  atomizer  in  the  interior  of  the  bushing  held 
in  the  cast  iron  fuel  valve  cage.    Both  air  and  fuel  connec- 
tions are  screwed  into  this  steel  bushing  so  that  the  valve 
cage  is  not  compelled  to  stand  high  pressures.    The  fuel 
admission  valve  itself  consists  of  a  nickle  steel  needle  which 
carries  a  cast  iron  spring  case  on  its  outer  end.  Normally 
the  spring  forces  the  needle  against  its  conical  seat,  but  as 
the  fuel-valve  cam  commences  to  operate,  the  bell  crank  shown 
pushes  the  needle  to  the  right  against  the  spring  andropens 
the  valve.    This  happens  about  the  time  that  the  main  piston 
reaches  the  upper  dead  center  on  its  compression  stroke,  and 
highly  compressed  air  from  a  storage  tank  then  rushes  through 


r 


(7) 


the  autcmizer  and  forces  the  oil  out  into  the  compressed  cyl- 
inder charge.    In  order  to  Keep  the  needle  cool  and  to  keep 
the  oil  from  carbonizing  in  the  automizer,  water  is  circulated 
in  the  space  "between  the  steel  "bushing  and  the  walls  of  the 
valve  cage. 

Diesel  engines  are  governed  not  "by  controlling  the  length 
of  time  that  the  fuel  valve  is  open,  "but  "by  adjusting  the 
effective  delivery  stroke  of  the  oil  pump,  and  hence,  except 
In  minor  variations  in  the  setting  of  the  "fuel  valve  depending 
upon  the  Kind  of    oil  used,  the    lift  and  time  of  opening  of 
all  of  the  valves  once  set  is  always  the  same.    The  drawing  on 
page  2 7 shows  the  method  of  setting  the  valves  and  the  time  of 
opening    and  closing,  the  lift  "being  controlled  "by  the  fixed 
cams  of  the  half-time  shaft. 

The  location  of  the  fuel  pump  with  its  governor  is  shown 
on  page    28.    It  has  as  many  pump  cylinders  as  power  cylinders. 
The  pump  plunger  is  actuated  "by  a  simple  eccentric  and  strap, 
and  its  stroke  is  therefore  constant.    By  means  of  a  short 
horizontal  arm  and  nearly  vertical  rod,  the  plunger  is  connect- 
ed to  a  "pump  suction  valve  eccentric  lever"  which,  in 
conjunction  with  the  fly-hall  governor,  controls  the  motion  of 
the  suction  valve.    At  full  load  the  governor  sets  the  fulcrum 
about  which  the  eccentric  lever  turns  so  that  the  suction  valve 
opens  when  the  plunger  has  completed  half  of  its  downward 
stroke.    The  suction  opening  increases  until  the  plunger  has 
reached  the  lower  end  of  its  stroke.    Oiv  the  up  stroke  the 


(s) 


valve  is  not  closed  until  half  the  stroke  is  completed  again 
3ft er  which  that  part  of  the  charge  remaining  is  then  forced 
through  the  douole  hall  check  valve  and  into  the  engine 
cylinder.    The  rear-on  for  keeping  the  valve  open  for  half 
stroke  each  way  is  to  let  the  oil  free  itself  from  air  which 
it  is  very  apt  to  retain,  and  thus  to  deliver  solid  oil  only. 
Under  no  load  the  governor  so  changes  the  motion  of  the 
eccentric  lever  that  the  suction  valve  is  open  practically 
during  the  entire  up  and  flown  stroke  of  the  plunger,  so  that 
little  or  no  oil  is  delivered  to  the  fuel  injection  valves. 
Between  these  two  extremes  the  effective  delivery  stroke  of 
the  pump  can  he  made  anything  to  suit  the  load. 

The  high  pressure  air  used  for  injecting  the  fuel  is 
usually  obtained  "by  independent  compressors  discharging  into 
steel  storage  tanks.    The  air  for  starting  is  also  obtained 
from  this  source.    The  pressure  of  the  injection  air  should 
vary  with  the  load  on  the  engine,  for  half  load  or  less  it 
should  he  from  50-60  atmospheres,  ahove  that  load  from  65-70 
atmospheres  and  for  overloads  75  atmospheres  is  safe  and  per- 
mlss iole . 

The  use  of  independent  three-stage  compressors  in  place 
of  two-stage  compressors  driven  from  the  engine  is  considered 
a  distinct  improvement  over  European  practice.    In  a  two-unit 
plant  for  instance,  two  independent  compressors,  one  used  as 
a  relay,  offer  much  greater  security  against  a  shut-down  from 
lack  of  air  than  two    "belt      driven  compressors.    This  advant- 
age is  more  pronounced  as  the  numher  of  units  in  the  plant 


(9) 


grows.    Thus  in  a  plant  in  Florida,  three  compressors  serve 
to  supply  twelve  engine  units,  and  the  failure  of  any  one  of 
the  three  cannot  possibly  effect  the  operation  of  the  engines. 
Another  important  point  is  that  such  a  system  allows  a  cool 
air  supply  to  the  injection  valves,  which  helps  to  prevent 
the  carbonizing  of  the  fuel  oil  in  this  valve. 

To  start  the  engine  the  fuel-valve  cam  on  one  of  the 
cylinders  is  pulled  over  so  that  the  fuel  valve  on  that 
cylinder  is  closed  and  ciannot  he  opened.    Instead  of  this  the 
same  operation  "brings  into  action  a  cam  which  controls  a 
special  starting  valve  on  the  same  cylinder.    The  engine, 
after  the  crank  shaft  has  been  "brought  into  proper  position, 
is  then  started  "by  admitting  compressed  air  to  that  cylinder. 
After  one  of  the  other  cylinders  is  heard  to  obtain  an 
ignition,  the  cam    lever  is  returned  to  its  former  position, 
when  the  starting  cylinder  will  also  take  up  its  regular 
cycle.    Previous  to  starting,  the  fuel  pump  must  he  operated 
"by  hand  for  a  few  turns  "by  means  of  the  starting  wrench  and 
pinion,  the  pinion  meshing  with  a  gear  on  the  pump  shaft  when 
the  starting  pin  is  pulled  out.    The  oil  so  pumped  is  dis- 
charged through  an  overflow,  the  purpose  of  this  "being  to 
work     all      the  air  out  of  the  oil  and  to  insure  that  nothing 
but  solid  oil  is  delivered  to  the  fuel  valves. 


- 


(10) 


THE  TEST  AT  ST.  LOUIS. 

Object .-      The  purpose  of  this  test  was  to  determine 
the  various  efficiencies  as  shown  on  table  of  calculated 
results  under  v  rying  conditions  of  no  load,  l/2  load,  J}f\ 
load  and  full  load. 

Preliminary  Stat ement .-  The  apparatus  tested  consisted 

of :- 

One  Diesel  Oil  Engine  rated  at  225  b.h.p.  direct 

connected  to  a  160  K.w.  direct  current  three  wire 
generator; 

One  three  stage  air  compressor; 

One  centrifugal  pump  for  handling  cooling  water; 

One  o  il  pump  and  apparatus ; 

Minor  apparatus  consisted  of  two  ammeters,  one  wattmeter 
and    one    voltmeter       in  connection  with  the  main  unit  and 
one  wattmeter  for  the  compressor.    Before  starting  this  series 
of  tests  the  switchboard  instruments  were  carefully  calibrated 
by  means  of  standard  instruments  supplied  by  the  University 
of  Illinois,  these  standard  instruments  having  previously  been 
tested  before  leaving  the  University.    Data  and  calibration 
curves  for  these  instruments  are  shown  on  pages  20    and  2I725. 
The  tank:  into  which  the  cooling  water  was  discharged  was  then 
calibrated  in  order  that  this  water  could  be  measured.  The 
two  tanks  containing  the  oil  supply  shown  on  page  26  were 
then  calibrated  to  one-quarter  gallon  divisions,  the  level 


(11) 


of  the  oil  in  the  tank  being  visible  at  any  one  time  through 
gage  glasses . 

Manipulation.-    Four  load  tests  were  run,  the  engine 
previously  being  regulated  to  the  load  desired.    At  the  in- 
stant the  test  was  started  the  oil  supply  was  switched  from 
one  oil  tarJc  to  one  in  which  the  exact  quantity  o-f  oil  was 
known.    A  description  of  the  method  of  handling  this  oil 
supply  apparatus  shown  on  page  26  can  be  given  briefly.  Oil 
was  supplied  to  the  tanks  D  by  the  centrifugal  pump  M,  it 
being  possible  to  fill  one  tank  while  the  other  tank  was 
supplying  the  engine.    When  the  left  hand  reservoir  was  being 
filled,  valve  A  was  closed  and  valve  B  opened  until  the  tank 
was  filled,  then  valve  B  was  closed.    While  the  left  hand 
tank  was  filling,  oil  was  supplied  to  the  engine  from  the 
right  hand  tank,  valves  A,  C,  G  and  J  being  closed,  while  the 
oil  passed  through  the  open  valves  E,  H,  F  and  L  to  the  left 
hand  meter  which  was  used  throughout  the  test.    When  the 
right  hand  tank  was  empty,  the  left  hand  tank  was  thrown  in 
simply  by  closing  valve  F  first  and  then  opening  valve  A  which 
allowed  the  oil  to  flow  through  the  open  valves  A,  H  and  L 
to  the  left  hand  meter.    The  right  hand  tank  was  then 
refilled  so  that  it  could  again  be  used  as  soon  as  the  other 
tank  was  empty.    This  scheme  of  reversing  from  one  tank  to 
the  other  was  used  throughout  the  test.    Valves  P  are  used 
only  when  it  is  desired  to  drain  the  tanks.    The  index  read- 
ing on  the  oil  meter  was  also  taken  in  order  to  check  with 


(12) 


the  results  from  the  calibration  on  the  supply  tanks.  The 
specific  gravity  of  the  oil  was  obtained  whenever  a  supply 
of  oil  was  pumped  to  the  tanks.    A  sample  of  oil  was  obtained 
for  analysis  by  taking  l/2  of  the  sample  at  the  start  of  the 
test  and  the  remainder  at  the  end  of  the  test.    These  samples 
were  brought  back  to  the  University  and  analyzed  by  the 
Department  of  Applied  Chemistry.    The  following  report  shows 
the  results  of  this  analysis 

Urbana,  Illinois, 
March  27,  1912. 

Mechanical  Engineering  Department, 
University  of  Illinois. 

Gentlemen:- 

I  have  to  report  on  the  samples  of  fuel  oils  burned  in 
Diesel  Oil  Engine,  Student  Thesis,  conducted  at  St.  Louis 
(Anheuser  Busch  Brewing  Association.)  as  follows: 

Laboratory  No.  466H--4-667 

B.t  «U . 

^66^— No  load  ■  19,551 

^665—1/2  load  19,573 

K666~3j^  load—  19,703 

4-667— Full  load—  -19,690 

Composition  made  from  equal  parts  of  the  above 

Carbon  ■  — ~   SS.^-o 

Hydrogen  10. 9^ 

Oxygen  :    0  .31 

Sulphur   0.35 

Total  100.00 


(13) 


B.t.U,  19.629 

Low  value  18,678 

Very  truly  yours, 

Professor  of  Applied  Chemistry. 

The  quantity  of  cooling  water  was  obtained  "by  measuring  its 
rate  of  discharge  into  a  tank  at  ten  minute  intervals.  The 
cooling  water  was  discharged  from  three  separate  pipes,  one 
from  each  cylinder.    Separate  thermometers  under  each  discharge 
pipe  gave  the  temperature  of  the  cooling  water  at  discharge. 
The  r.p.m.  of  the  engine  was  obtained  from  the  cam  shaft  this 
making  one-half  the  number  of  revolutions  of  the  main  shaft. 
The  revolutions  of  the  cam  shaft  were  obtained  by  a  speed- 
ometer and  checked  with  a  speedcount er .      Indicator  cards 
were  taken  from  the  three  cylinders  for  each  of  the  loads  but 
owing  to  the  inability  of  the  indicator  cocks  to  withstand  the 
high  pressure  and  temperature  of  the  cylinders,  the  results 
which  are  based  on    I.h.-n.  are  only  approximate  and  cannot  be 
said  to  be  thoroughly  reliable. 

It  was  desired  to  make  a  Heat  Balance  from  the  data 
obtained,  but  this  proved  impossible  for  when  it  was  calculated 
it  was  found  that  the  heat  output  of  the  machine  was  more  than 
the  heat  taken  in  with  the  oil.    This  in  all  probability  was 
due  to  the  method  of  measuring  the  circulating  water  and  also 
the  I.h.p.  obtained,  for  it  seems  impossible  that  any  error 


(1*0 

due  to  the  oil  consumption  could  enter  as  this  consumption 
was  measured  very  accurately. 

The  method  which  was  to  he  employed  in  obtaining  a  Heat 
Balance  was  as  follows:    (B.t.u.  delivered  per  hour  calculated 
on  Low  Heating  Value)  -  (Heat  equivalent  of  indicated  work  per 
hour  +  Heat  lost  to  jacket)  =  Heat  used  hy  auxiliaries,  lost 
"by  radiation,  lost  to  exhaust  and  not  otherwise  accounted  for. 

Conclusions Prom  the  results  ohtained  on  mechanical 
efficiency  it  would  seem  that  the  engine  is  over  rated.  The 
engine  does  not  run  at  full  load  in  practice  hut  operates 
continually  at  approximately  J>j%  load.    The  falling  off  of 
the  various  thermal  efficiencies  at  full  load  would  seem  to 
substantiate  the  fact  further  that  the  engine  is  over  rated 
since  it  does  not  operate  as  economically  at  full  load.  This 
falling  off  of  thermal  efficiency  at  full  load  may  further  he 
accounted  for  hy  the  fact  that  the  addition  to  the  area  of  the 
indicator  diagram  at  late  cut-off  does  not  increase  proportion- 
ately to  the  amount  of  heat  added. 

These  tests  compare  favorably  with  a  series  of  tests  on 
a  300  h.p.  Diesel  engine  at  the  Angshurg  Works  of  the  Diesel 
Company  run  hy  Chr.  Eherly  of  Munich  and  recorded  at  page  180 
of  the  Zeitschrift  des  Vereins  Deutscher  Ingenieure  February 
1,  1908.    The  fuel  used  was  Galician  crude  oil  of  the 
following  composition: - 

Carhon  =  86.H150 

Hydrogen  =  12.66 

sulphur  =  0.85 

Oxygen  & 
Nitrogen  =0.08 


(15) 


Low  heating  value  =  18130  B.t.u.  per  Id. 

The  following  results  were  obtained  at  the  loads  indicated: 


Load  .      1/2  1 

B.H.P.  156.0  233.0  29^.0 

Mechanical  Efficiency  70.6  80.0  76.2 

Et  on  I.h.p.  %6A  ^.3  4-5.8 

Et  on  B.h.p.  29.0  32.9  32.2 


These  thermal  efficiencies  are  somewhat  higher  than  those 
obtained  in  the  test  at  St.  Louis  hut  this  is  prohahly  due  to 
the  fact  that  the  unit  is  larger.    It  will  he  noted  that  the 
mechanical  efficiency  on  this  300  h.p.  engine  drops  off  at 
full  load  as  in  the  case  of  the  engine  tested  at  the  Anheuser- 
Busch  Plant,  St.  Louis. 


(16) 


SAMPLE  CALCULATIONS , 


Item    7  =  Item  5  X  Item  6 

Item    9  =  Item  8 
Item  1 

Item  12  =  Item  8  X  Item  10  X  8.33 

Item  13  =  Item  12 
Item  1 

Item  15  =  Item  lM-  X  3 
2 

Item  18  =  Item  16  X  Item  17 
1000 

Item  19  =  Item  16  X  Item  17 

Item  22  =  Item  20  X  Item  21 
1000 

Item  23  =  Item  20  X  Item  21 

 jm  

Item  24-  =  Item  18  -  Item  22 

Item  25  =  Item  19  -  Item  23 

Item  27  =  LEAP 
33000 

Item  28  =  Item  2  7  -  Item  23 

Item  29  =  Item  2  5   

Efficiency  of  generator 

Item  32  =  Item  19  X  2.5^5 

Item  13  X  Item  30 

Item  33  =  Item  19  X  25>4-5 

Item  13  X  Item  31 

Item  ynt  -  Item  25  X  25^5 

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Item  35  =  Item  25  X  25*4-5 

Item  13  X  Item  31 

Item  36  =  Item  27  X  25M-5 

Item  13  X  Item  30 


(17) 


Item  37 
Item  38 
Item  39 
Item  Mo 


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Item  13  X  Item  31 

Item  28  X  25^5 
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